Gear shifting prevention device of teaching vehicle

Abstract

The utility model discloses a gear shifting prevention device of a teaching vehicle, which comprises an ignition power supply, a power supply conversion module, a wheel speed sensor, a signal conversion module, a mode switching module, a processor, an ignition control module and an automobile ignition module, the power supply conversion module is respectively connected with the mode switching module and the processor, the processor is respectively connected with the mode switching module and the ignition control module, the signal conversion module is respectively connected with the wheel speed sensor and the mode switching module, and the ignition control module is connected with the automobile ignition module. According to the utility model, the teaching vehicle can be prevented from moving due to the release of a clutch or a brake when a gear is started in the teaching process.

Description

Technical Field

[0001] The utility model relates to the technical field of teaching vehicles, in particular to an anti-shifting moving device for teaching vehicles. Background Art

[0002] Currently, teaching vehicles (automobiles) are used for trainees who have not obtained a driver's license or are not proficient in driving vehicles to practice. During the teaching process, for trainees who have not obtained a driver's license or are not proficient in driving vehicles, they cannot yet master driving skills proficiently. After starting the teaching vehicle, if the clutch (manual transmission) or brake (automatic transmission) is released when there is a gear engaged, causing the teaching vehicle to move forward or backward, it is likely to cause losses such as personal injuries or vehicle damage.

[0003] During the teaching process, it is necessary to start the teaching vehicle and shift into gear. At this time, in order to improve the safety of teaching, it is necessary to control the teaching vehicle to turn off the engine; after the teaching is over, it is necessary to move the teaching vehicle to a designated parking position. In the prior art, the following two methods are adopted to prevent the teaching vehicle from moving during the teaching process:

[0004] 1. Some driving schools use a lift to raise the teaching vehicle during teaching, so that the wheels of the teaching vehicle are off the ground. Although it can prevent the vehicle from moving forward and backward, since the wheels will still rotate, it may pose a safety hazard to the personnel near the wheels, and the cost of using multiple lifts is high;

[0005] 2. Place the front and rear wheels of the teaching vehicle on a stop block to prevent the teaching vehicle from moving forward and backward. It is necessary to rely on an external stop block, which is inconvenient to operate. At the same time, when the position of the stop block shifts, it will also cause the vehicle to move, or when the vehicle speed is very high, the vehicle will cross the stop block, posing a safety hazard to the nearby personnel. Summary of the Utility Model

[0006] In view of this, the purpose of the present utility model is to propose an anti-shifting walking device for teaching vehicles, which is applied to teaching vehicles to prevent the teaching vehicle from moving during the teaching process when the clutch (manual transmission) or brake (automatic transmission) is released when starting with a gear engaged.

[0007] In order to achieve the above technical objectives, the technical solutions adopted by the present utility model are as follows:

[0008] An anti-shifting movement device for a teaching vehicle, comprising: an ignition power source, a power conversion module, a wheel speed sensor, a signal conversion module, a mode switching module, a processor, an ignition control module, and an automotive ignition module. The ignition power source is respectively connected to the power conversion module and the ignition control module. The power conversion module is respectively connected to the mode switching module and the processor. The processor is respectively connected to the mode switching module and the ignition control module. The signal conversion module is respectively connected to the wheel speed sensor and the mode switching module. The ignition control module is connected to the automotive ignition module.

[0009] Further, the ignition control module includes a diode D1, a first relay K1, a resistor R1, and a triode Q1. The input end of the first relay K1 and the negative electrode of the diode D1 are both connected to the ignition power source. The output end of the first relay K1 and the positive electrode of the diode D1 are both connected to the C pole of the triode Q1. The B pole of the triode Q1 is connected to one end of the resistor R1. The other end of the resistor R1 is connected to the processor. The E pole of the triode Q1 is grounded. The control end of the first relay K1 is respectively connected to the ignition power source and the automotive ignition module.

[0010] Further, the first relay K1 is a single-channel normally open relay, including a first coil CL1 and a single-channel normally open contact NO1. One end of the first coil CL1 is connected to the ignition power source, and the other end of the first coil CL1 is connected to the C pole of the triode Q1. One end of the single-channel normally open contact NO1 is connected to the ignition power source, and the other end of the single-channel normally open contact NO1 is connected to the automotive ignition module.

[0011] Further, the triode Q1 is an NPN triode.

[0012] Further, the mode switching module includes a switching switch S1. The switching switch S1 has three ports. Among them, the first port of the switching switch S1 is connected to the power conversion module, the second port of the switching switch S1 is connected to the processor, and the third port of the switching switch S1 is connected to the signal conversion module. Different mode conversions are achieved by switching the switching switch S1 between the first port and the third port.

[0013] Further, the processor uses an ECU.

[0014] Further, the ignition power source includes a storage battery and a second relay K2. The second relay K2 is respectively connected to the storage battery, the power conversion module, the ignition control module, and the control board of the engine.

[0015] Further, the second relay K2 is a single - way normally - open relay, including a second coil CL2 and a single - way normally - open contact NO2. One end of the second coil CL2 is connected to the control board of the engine, and the other end of the second coil CL2 is grounded; one end of the single - way normally - open contact NO2 is connected to the storage battery, and the other end of the single - way normally - open contact NO2 is respectively connected to the power conversion module and the ignition control module.

[0016] Further, the vehicle ignition module includes a plurality of ignition coils and an engine, and each ignition coil is respectively connected to the engine and the other end of the single - way normally - open contact NO1.

[0017] Adopting the above - mentioned technical solution, compared with the prior art, the beneficial effects of the present utility model are as follows: The present utility model realizes the switching between the teaching mode and the vehicle - moving mode for teaching vehicles at extremely low cost through the switching switch S1. In the teaching mode, the processor real - time monitors the wheel speed signal of the vehicle, and when receiving the wheel speed signal, it controls the ignition coil of the vehicle to cut off the power supply, thereby controlling the vehicle to turn off the engine; in the vehicle - moving mode, the processor does not read the wheel speed signal, and the vehicle can be driven normally, thus greatly improving the safety of teaching. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the following - described drawings are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on these drawings.

[0019] Figure 1 FIG. 1 is a schematic structural diagram of an anti - gear - shifting moving device for a teaching vehicle provided by an embodiment of the present utility model.

[0020] Figure 2 FIG. 2 is a schematic diagram of the current direction when the ignition switch of the vehicle is turned on provided by an embodiment of the present utility model.

[0021] Figure 3 FIG. 3 is a schematic diagram of the current direction in the vehicle - moving mode provided by an embodiment of the present utility model.

[0022] Figure 4 FIG. 4 is a schematic diagram of the current direction in the teaching mode provided by an embodiment of the present utility model.

[0023] Explanation of the reference numerals in the figures:

[0024] 1 - Ignition power supply, 11 - Battery, 2 - Power conversion module, 3 - Wheel speed sensor, 4 - Signal conversion module, 5 - Mode switching module, 6 - Processor, 7 - Ignition control module, 8 - Vehicle ignition module, 81 - Ignition coil, 82 - Engine, 821 - Control board. Detailed implementation

[0025] The present invention will be further described in detail below in conjunction with the accompanying drawings and embodiments. It should be specifically noted that the following embodiments are only used to illustrate the present invention, but do not limit the scope of the present invention. Similarly, the following embodiments are only partial embodiments of the present invention rather than all embodiments. All other embodiments obtained by those of ordinary skill in the art without creative work fall within the scope of protection of the present invention.

[0026] Please refer to Figure 1 , an anti-shifting movement device for a teaching vehicle of the present invention, comprising: an ignition power supply 1, a power conversion module 2, a wheel speed sensor 3, a signal conversion module 4, a mode switching module 5, a processor 6, an ignition control module 7, and a vehicle ignition module 8. The ignition power supply 1 is respectively connected to the power conversion module 2 and the ignition control module 7. The power conversion module 2 is respectively connected to the mode switching module 5 and the processor 6. The processor 6 is respectively connected to the mode switching module 5 and the ignition control module 7. The signal conversion module 4 is respectively connected to the wheel speed sensor 3 and the mode switching module 5. The ignition control module 7 is connected to the vehicle ignition module 8.

[0027] Among them, the ignition power supply 1 is the power generated when the vehicle turns on the ignition switch. It has power when the vehicle ignition switch is on and loses power when the ignition switch is off, and is used to supply power to this device.

[0028] The power conversion module 2 is used to convert the 12V DC power of the ignition power supply 1 into 5V DC power to supply power to the processor 6 and the mode switching module 5.

[0029] The wheel speed sensor 3 is used to measure the rotational speed of the vehicle wheels (wheel speed signal) to determine whether the vehicle is moving.

[0030] The signal conversion module 4 is used to convert the wheel speed signal into a digital signal for use by the processor 6.

[0031] The mode switching module 5 is used to realize the switching between two modes (vehicle moving mode and teaching mode) to prevent the vehicle from moving in the teaching mode.

[0032] The processor 6 is used to read the wheel speed signal in real time. When receiving the wheel speed signal, it immediately controls the ignition control module 7 to disconnect the ignition power supply 1 and the vehicle ignition module 8, causing the vehicle to turn off and not move.

[0033] The ignition control module 7 is used to control the conduction and disconnection between the ignition power supply 1 and the vehicle ignition module 8, so as to achieve the conduction of the ignition power supply 1 and the vehicle ignition module 8 in the vehicle moving mode, and the vehicle ignition; in the teaching mode, the ignition power supply 1 and the vehicle ignition module 8 are disconnected, and the vehicle engine shuts off to prevent the vehicle from moving.

[0034] The vehicle ignition module 8 is used to achieve vehicle ignition and startup.

[0035] In this embodiment, the ignition control module 7 includes a diode D1, a first relay K1, a resistor R1, and a triode Q1. The input end of the first relay K1 and the negative electrode of the diode D1 are both connected to the ignition power supply 1. The output end of the first relay K1 and the positive electrode of the diode D1 are both connected to the C pole of the triode Q1. One end of the B pole of the triode Q1 is connected to one end of the resistor R1, the other end of the resistor R1 is connected to the processor 6, the E pole of the triode Q1 is grounded, and the control end of the first relay K1 is respectively connected to the ignition power supply 1 and the vehicle ignition module 8. By controlling the high and low levels of the resistor R1 through the processor 6, the conduction or cutoff of the triode Q1 is controlled, and then the control end of the first relay K1 is controlled to achieve the conduction or disconnection between the ignition power supply 1 and the vehicle ignition module 8.

[0036] In this embodiment, the first relay K1 is a single-channel normally open relay, including a first coil CL1 and a single-channel normally open contact NO1. One end of the first coil CL1 is connected to the ignition power supply 1, and the other end of the first coil CL1 is connected to the C pole of the triode Q1; one end of the single-channel normally open contact NO1 is connected to the ignition power supply 1, and the other end of the single-channel normally open contact NO1 is connected to the vehicle ignition module 8. When the triode Q1 conducts, the first coil CL1 of the first relay K1 is energized, causing the single-channel normally open contact NO1 to close, and the ignition power supply 1 is conducted with the vehicle ignition module 8; when the triode Q1 is cutoff, the first coil CL1 of the first relay K1 loses power, causing the single-channel normally open contact NO1 to open, and the ignition power supply 1 is disconnected from the vehicle ignition module 8.

[0037] In this embodiment, the triode Q1 uses an NPN triode.

[0038] In this embodiment, the mode switching module 5 includes a switching switch S1. The switching switch S1 has three ports. Among them, the first port of the switching switch S1 is connected to the power conversion module 2, the second port of the switching switch S1 is connected to the processor 6, and the third port of the switching switch S1 is connected to the signal conversion module 4. The switching between the first port and the third port of the switching switch S1 is used to realize the conversion of different modes. Among them, the second port is the common terminal, and the first port and the third port are the switching terminals. When switched to the first port, the vehicle moving mode is entered, and when switched to the third port, the teaching mode is entered.

[0039] In this embodiment, the processor 6 adopts an ECU. The electronic control unit (ECU) is a miniaturized computer management center. It takes signal (data) acquisition, calculation and processing, analysis and judgment, and decision-making as inputs, and then issues control instructions and commands the actuator to work as outputs. In this solution, the ECU is used to collect the wheel speed signal and control the resistor R1 to be at a low level.

[0040] In this embodiment, the ignition power supply 1 includes a storage battery 11 and a second relay K2. The second relay K2 is respectively connected to the storage battery 11, the power conversion module 2, the ignition control module 7, and the control board 821 of the engine 82.

[0041] In this embodiment, the second relay K2 is a single-channel normally open relay, including a second coil CL2 and a single-channel normally open contact NO2. One end of the second coil CL2 is connected to the control board 821 of the engine 82, and the other end of the second coil CL2 is grounded; one end of the single-channel normally open contact NO2 is connected to the storage battery 11, and the other end of the single-channel normally open contact NO2 is respectively connected to the power conversion module 2 and the ignition control module 7.

[0042] In this embodiment, the vehicle ignition module 8 includes a plurality of ignition coils 81 and an engine 82. Each ignition coil 81 is respectively connected to the engine 82 and the other end of the single-channel normally open contact NO1.

[0043] The working principle of the present utility model is as follows:

[0044] When the setting switch S1 is switched to the first port, it is in the teaching mode, and when it is switched to the third port, it is in the vehicle moving mode; the ignition power supply 1 of the present utility model comes from the power supply generated when the vehicle turns on the ignition switch. When the ignition switch of the vehicle is turned on, the control board 821 of the engine 82 starts to operate, so that the second coil CL2 of the second relay K2 is energized, and the single-way normally open contact NO2 is closed. The storage battery 11 supplies power to the corresponding module through the single-way normally open contact NO2, that is, the ignition power supply 1 has power when the ignition switch is turned on; when the ignition switch of the vehicle is turned off, the control board 821 of the engine 82 stops operating, so that the second coil CL2 of the second relay K2 loses power, and the single-way normally open contact NO2 is disconnected. The storage battery 11 cannot supply power to the corresponding module, that is, the ignition power supply 1 loses power when the ignition switch is turned off.

[0045] As Figure 2 shown, when the ignition switch of the vehicle is turned on, the ignition power supply 1 is transmitted to the power conversion module 2, and the power conversion module 2 converts the 12V DC power supply into a 5V DC power supply to supply power to the processor 6 (ECU). The processor 6 controls the corresponding pin of the resistor R1 to output a high level (5V), so that the triode Q1 is turned on, and thus the first coil of the first relay K1 is energized, and the single-way normally open contact of the first relay K1 is closed. The ignition power supply 1 is conducted with the ignition coil 81 through the closed single-way normally open contact, and the ignition coil 81 supplies power to the engine 82, and the vehicle can be started normally.

[0046] As Figure 3 shown, when the switch S1 is switched to the first port, it enters the vehicle moving mode. The processor 6 does not read the wheel speed signal. As long as the ignition power supply 1 has power input, the first coil of the first relay K1 remains energized and the single-way normally open contact remains closed, and the vehicle can be driven normally;

[0047] As Figure 4 shown, when the switch S1 is switched to the third port, it enters the teaching mode. The processor 6 reads the wheel speed signal in real time. When the processor 6 receives the wheel speed signal, it immediately controls the corresponding pin of the resistor R1 to output a low level (0V), so that the triode Q1 is cut off. After the first coil of the first relay K1 loses power, the single-way normally open contact is opened, so that the ignition power supply 1 is disconnected from the ignition coil 81, and the ignition coil 81 loses power and cannot supply power to the engine 82, and the vehicle stalls, thereby preventing the vehicle from hitting people or things and causing major losses.

[0048] The above are only some embodiments of the present utility model, and thus do not limit the protection scope of the present utility model. Any equivalent device or equivalent process transformation made by using the content of the specification and drawings of the present utility model, or directly or indirectly applied in other related technical fields, shall be similarly included in the patent protection scope of the present utility model.

Claims

1. A gear-prevention moving device for a teaching vehicle, characterized in that: include: An ignition power supply, a power conversion module, a wheel speed sensor, a signal conversion module, a mode switching module, a processor, an ignition control module and an automobile ignition module, wherein the ignition power supply is respectively connected to the power conversion module and the ignition control module, the power conversion module is respectively connected to the mode switching module and the processor, the processor is respectively connected to the mode switching module and the ignition control module, the signal conversion module is respectively connected to the wheel speed sensor and the mode switching module, and the ignition control module is connected to the automobile ignition module.

2. The anti-gear movement device for teaching vehicles according to claim 1, characterized in that: The ignition control module includes a diode D1, a first relay K1, a resistor R1 and a transistor Q1, the input end of the first relay K1 and the cathode of the diode D1 are both connected to the ignition power supply, the output end of the first relay K1 and the anode of the diode D1 are both connected to the C pole of the transistor Q1, the B pole of the transistor Q1 is connected to one end of the resistor R1, the other end of the resistor R1 is connected to the processor, the E pole of the transistor Q1 is grounded, and the control end of the first relay K1 is respectively connected to the ignition power supply and the automobile ignition module.

3. The anti-gear movement device for teaching vehicles according to claim 2, characterized in that: The first relay K1 is a single-way normally open relay, including a first coil CL1 and a single-way normally open contact NO1, one end of the first coil CL1 is connected to the ignition power supply, and the other end of the first coil CL1 is connected to the C pole of the transistor Q1; one end of the single-way normally open contact NO1 is connected to the ignition power supply, and the other end of the single-way normally open contact NO1 is connected to the vehicle ignition module.

4. The anti-gear movement device for teaching vehicles according to claim 2, characterized in that: The transistor Q1 is an NPN transistor.

5. The anti-gear movement device for teaching vehicles according to claim 1, characterized in that: The mode switching module includes a switching switch S1, which has three ports, wherein the first port of the switching switch S1 is connected to the power conversion module, the second port of the switching switch S1 is connected to the processor, and the third port of the switching switch S1 is connected to the signal conversion module. The conversion of different modes is achieved by switching the switching switch S1 between the first port and the third port.

6. The anti-gear movement device for teaching vehicles according to claim 1, characterized in that: The processor is an ECU.

7. The anti-gear movement device for teaching vehicles according to claim 1, characterized in that: The ignition power supply includes a battery and a second relay K2, and the second relay K2 is respectively connected to the battery, the power conversion module, the ignition control module and the control board of the engine.

8. The anti-gear movement device for teaching vehicles according to claim 7, characterized in that: The second relay K2 is a single-circuit normally-open relay, including a second coil CL2 and a single-circuit normally-open contact NO2, one end of the second coil CL2 is connected to the control panel of the engine, and the other end of the second coil CL2 is grounded; one end of the single-circuit normally-open contact NO2 is connected to the battery, and the other end of the single-circuit normally-open contact NO2 is respectively connected to the power conversion module and the ignition control module.

9. The anti-gear movement device for teaching vehicles as claimed in claim 3, characterized in that: The automobile ignition module comprises a plurality of ignition coils and an engine, and each of the ignition coils is respectively connected to the engine and the other end of a single-circuit normally open contact NO1.

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